Overspeed protection means for direct current motor operated hoists



91 www Ms 6, 2m T2 C E R I D LF AS UN A Aprll 7, 1953 J.' D. LEITCH OVERSPEED PROTECTION ME CURRENT MOTOR OFERATED HOISTS Filed June 13, 1950 0 ,Q IN1/'ENT Ri April 7, 1953 .1. D. LElTcH Erm. 2,634,389

OVERSPEED PROTECTION MEANS FOR DIRECT CURRENT MOTOR OPERATED HOISTS Filed June 15, 195o 2 sHEETs-SHEET 2 VOLTAGE AND HOISTING TORQUE l VENTORS.

i ab X I @i www v.. B e N IE RU EQ WR oo LT E l m w um a fh. ANHT a wm ,e AT; 7 s VH @z mmw e ma RU EQ WR wm atented Apr. 7, 1953 OVERSPEED PROTECTION MEAN S FOR DIRECT CURRENT MOTOR OPERATED HOISTS John D. Leitch, Shaker Heights, and Ward L. Smith, Hudson, Ohio, assignors to The Electric Controller dav Manufacturing Company, Cleveland, Ohio, a corporation of Ohio Application June 13, 1950, Serial No. 167,712

(Cl. S18-249) 12 Claims.

This invention relates to motor control systems for direct. current motors and more particularly to a control system for a series-type direct cur-V rent motor driving the hoist motion oi a crane or the likeand wherein the armature winding and iield winding of the motor are connected in parallel with each other for lowering operations.

In the operation of a hoist by a direct current motor, it is common practice to control the lowering operations by connecting the motor in a dynamic lowering circuit which permits the motor either to drive the load as a shunt motor or to retard the load as a generator, the weight of the load determining the action of the motor. Suitable resistors in series with the motor, that is,l in the line circuit between the motor and the source, and also in the paralleled field and armature circuits are adjustedY to control the speed during lowering operations. The fastest lowering speed usually is obtained by so adjusting the resistors that the resistance of both the line circuit and the armature circuit is relatively small, whereas the resistance of the iield circuit is relatively large. The current in the field winding under these conditions remains at a relatively low value regardless of the size and ultimate speed of an overhauling load. The resultant small value of iiux requires that theA armature current become relatively large in order for the motor to exert suiiicient retarding torque to limit the speed of heavy loads. heavy enough, the large armature current saturates the commutating poles of the motor and the motor operates as an undercompensated generator. Because of the small value oi iiux produced by the field winding, the resulting demagnetizing action of the current in the turns oi the armature winding short-circuited by the brushes together with the effect oi the cross-magnetizing armature reaction results in a material reduction in the effective motor iiux. Consequently, large overhauling loads can cause speeds to be reached at which the retarding torque of the motor no longer increases proportionately with the speed. At somewhat higher speeds, the retarding torque no longer increases and the motor becomes unstable. The load thereafter can accelerate substantially without restraint unless the motor connections are changed to effect an increase in the field current.

Most dynamic lowering hoist controllers are so designed that, when the master switch is in the last of several lowering speed points, the resistors in the several motor circuits are adjusted to permit the fastest lowering speed for light loads consistent with utmost safety if the last If the load is speed point also should be used to lower any load which the hoist is capable of lifting. However. due to changes in friction, gearing, or the like, even controllers so designed have permitted excessive lowering speeds to be reached. In some instances, particularly in the case of cranes that only occasionally may be called upon to lower a load near the limit of their capacity, it is often desirable to provide a fast lowering speed connection for light loads which, if used for lowering a heavy load, would permit an excessive speed.

Accordingly, dynamic lowering hoist controllers have been provided with relay means responsive to armature current or voltage which automatically change the motor connections from the fastest to a slower speed connection when the lowering speed reaches a predetermined high value. Many of these relay means have involved complicated circuits and expensive equipment. in all known prior simplied systems of this type, however, there is a possibility that the overspeed relay means might have become defective in some manner and cannot operate when needed. No provlsion was made in the prior systems to apprise the operator in advance that such relay had failed. As a result what was intended as a safety feature becomes, in fact, a hazard in itself as it lulls the operator into a false security. In many cases, the overspeed relay means is used in order to permit the choice of a larger eld circuit resistance than would be possible without the relay means. This results in a much smaller motor iiux and failure of the relay means is of increased seriousness since the load can easily drive the motor beyond the much reduced stability limit. Even if the field strength is not reduced from its usual low value for the last speed point connections, the use of an overspeed relay means which can fail to operate with no previous indication that it has become inoperative defeats the very purpose for which it was provided.

It has also been common practice to permit the establishment of the fastest lowering connections only when the motor speed reaches a predetermined value thereby to prevent an excessive acceleration current peak. In a well known controller oi this type, the operation of the contactors for setting up the last point lowering connections is prevented until operation of an acceleration relay responsive to the voltage across the motor armature winding.

The present invention is an improved controller of this type, and in accordance with a preferred embodiment thereof, includes an overspeed relay means which comprises an acceleration relay and an overspeed relay. The operating winding of the acceleration relay, which controls the initial establishment of the fastest lowering speed connections, is connected across the armature winding n series with the operating winding of the overspeed relay. The acceleration relay operates at a relatively low speed to permit establishment of the high speed connections and the overspeed relay responds at a relatively much higher speed to effect reestablishment of slow speed connections. Since the operating windings of the two relays are in series, a failure of the operating winding of the overspeed relay or its energizing circuit prevents the acceleration relay from operating to permit the establishment of the only connections which would require operation of the overspeed relay. Each of the two relays of the speed control device has normally open and normally closed contacts. These contacts are so interlocked with each other and with the operating windings and auxiliary contacts of a pair of contactors in the dynamic lowering circuit that, during automatic acceleration, the slower speed contactor always opens after the higher speed contactor closes and, during automatic or manual deceleration, the slower speed contactor always closes before the higher speed contactor opens. In a modification the functions of the acceleration and overspeed relays are performed by a single coil relay having a pair of independent armatures.

Only a minimum of additional equipment of simplified and standard design is required by this invention to provide, for a dynamic lowering hoist controller, overspeed protection that fails safe.V Although complete interlocking functions are provided, the complexity of the usual controller is not increased materially. These advantages result from a novel use of the same control circuits that control the establishment of the high speed lowering connections to control also the reestablishment of low speed connections in event an excessive speed is approached.

The principal object is to provide a simplified overspeed responsive means for a dynamic lowering hoist controller which fails safe.

A further object of this invention is to provide a dynamic lowering hoist control system in which an automatic means for effecting the fastest lowering speed connections is prevented from operating unless a protective overspeed responsive means is in operative condition.

' Another object is to provide a dynamic lowering hoist control system having improved means for permitting the establishment of high speed lowering connections and for assuring reversion to low speed lowering connections if a predetermined high speed is reached.

Y Another obj ect is to provide a dynamic lowering hoist control system which retains all of the advantages of the usual dynamic lowering hoist control systems provided with armature voltage responsive accelerationA control means for the fastest lowering speed point and which includes, in addition thereto, improved means for assuring automatic reversion to slower speed connections if the last point speed becomes excessive.

Other objects and advantages'will become apparent from the following specification wherein reference is made to the drawings, in which:

Fig. 1 is a wiring diagram of a dynamic lowering hoist control system in accordance with this invention;

Fig. 2 is a fragmentary wiring diagram illustrating a modification; and

Figs. 3 and 4 are graphs illustrating operating features of the system.

Referring to Fig. l, a direct current motor comprising an armature winding I having brush terminals Illa and Ib and a series-type field winding II having terminals lla and IIb is arranged to be energized from direct current power supply conductors I2 and I4 for raising and lowering of a load holding device such as hook I5 suspended from a cable drum I 6 driven by the motor armature through a shaft I'I and suitable gearing I8. For operation of the motor in the hoisting direction, electromagnetic switches I9 and 2 are arranged to connect, through their respective main contacts Im and 20m, the armature winding II), the field winding II, an operating winding 2Iw of a spring-applied, electromagnetically released brake 2l, and an acceleration and speed controlling resistor 22 in series with each other across the supply conductors I2 and I4. The brake 2I is operable as by gravity or a spring (not shown) to hold the armature winding IIl and the drum I6 against rotation whenever the winding 2Iw is deenergized and to permit rotation of the armature and drum whenever the winding 2Iw is energized. Increased hoisting speeds are obtained by seriately closing main contacts 26m, 27m, 28m, and 29m of electromagnetic acceleration switches 25, 2, 23, and 29, respectively, to short circuit sequentially sections 22a and 22h, 22o, 22d, and 22e of the resistor 22 from the motor circuit.

During lowering operations of the hoist, the armature winding I9 and the eld winding II are connected so that the motor becomes in effect a shunt machine. For operations of the motor in the lowering direction, main contacts 38m of an electromagnetic switch 3B complete a connection from the supply conductor I2 to the armature terminal Ib and the field terminal IIa. A circuit including the armature winding I extends to the power conductor I4 from the armature terminal Ia through all or a portion of a resistor SI and through all, a portion, or none of the resistor 22, depending upon which one of main contacts 32m, 4Im, and 42m of electromagnetic switches SI, 4I, and I2 are closed. A circuit including the field winding II extends to the supply conductor I- from the eld terminal IIb through the brake winding 2 Iw and all or a portion of the resistor 22 depending upon the open or closed condition of the contacts 21m, 28m, and 29m, the contacts 29m serving to complete the connection from the right-hand terminal of the resistor 22 to the conductor I4. Speed control during lowering is effected by selective operation of the switches 2l, 28, 29, 32, 4I and 42.

Acceleration relays may be used to delay the closure of the switches 2, 28, vand 29 during hoisting operations, and, as shown relays 43, 44, and 45 having normally closed contacts 43a, 44a, and 45a, respectively, are provided for this purpose. Although any suitable type of acceleration relay may be used, relays 43, 44, and 45v are preferably ofthe type described and claimed in I'roiimov Patent No. 1,980,736, issued Novem- 46a, and normally open contacts 4Gb. The relay 47 is an overspeed relay having an operating winding 4710, normally closed contacts 47a and normally open contacts 47h. The relay 46 is operative to delay the opening of the switch 4I and the closure of the switch 42 during acceleration in a manner known in the art, as hereinbefore inen-ioned. The relay 47, however, is operative in accordance with the present invention to reclose the switch 4I and to reopen the switch 42 in event the motor speed reaches a predetermined value as will be explained more fully hereinafter. It will be noted that, in accordance with the present invention, the windings 4610 and 4710 are connected in series with each other' in the same energizing circuit so that a failure ofthe circuit or the winding 4710 before operation of the relay 46, prevents operation of the relay 46 so that speed conditions that would require the protection afforded by relay 47 cannot arise. Failure of the circuit after operation of the relay 45 assures reversion of the system to a safe slow speed condition. Although the relay means 4B has been shown as comprising two relays 46 and 47 provided with separate magnetic circuits, it will become apparent that a single relay structure having two armatures and either one or two windings could be used if desired though such is not as desirable economically.

Each of the switches and relays has an operating winding identified by the reference character of the particular switch or relay followed by the sub-script w, and, with the exception of the windings 431,0, 44112, and 4510, the switch or relay operating windings are under direct control of a multi-position, reversing master switch 54 having a plurality of contacts 54a to 54k, inclusive. Several of the switches are provided with control circuit contacts which are identified by the reference character of the particular switch followed by a letter sub-script such as a, b, or c. To simplify the drawing, many of the switch and relay contacts are shown in convenient physical locations in Fig. l for illustrating their switching function and are also shown in conjunction with their respective operating windings to illustrate how they are operated. All of the master switch contacts are open when the master switch 54 is in the olf position illustrated, and are arranged to be closed selectively in the operated positions of the master switch as indicated by the small circles in the conductors leading to the contacts. For example, the contacts Elli are closed in the fth hoisting position and in the first and second lowering positions and are open in all other positions, Each of the master switch contacts 54o to 54k: when closed completes a circuit from the power supply conductor I2 through one or more switch operating windings to the supply conductor I4. The contacts 54a when closed complete a circuit from the supply conductor I2 through the operating windings 4610 and 4'lw of the relay means 48 and a conductor 55 to the armature terminal lila, the windings 4610 and 4710 being connected in series with each other in the same energizing circuit for a reason previously explained. To simplify the drawing, the usual undervoltage relay and overload relays have been omitted, but these may be added in the conventional manner if desired.

With the foregoing understanding of the control system elements and their electrical interconnection, the operation of the system will become apparent from the following description thereof:

Assuming that the motor is at standstillv and the operating winding 2Iw of the brake 2I is deenergized so that the brake holds the armature winding I0 and the drum I6 against rotation, and further assuming that the remainder of the apparatus is in the normal de-energized positions indicated by the drawing, an emergency dynamic braking circuit is completed from the armature terminal IIJa through the resistor 3I, the contacts 32m, and the field winding II from the terminal IIb to the terminal IIa which is connected to the armature terminal Ib.

To hoist the hook I5 at slow speeds, the master switch 54 is moved to its rst hoisting position causing the contacts 54h and 54o to close and complete circuits from the supply conductor I2 through the windings 20w and |910, respectively, to the supply conductor I4, and causing the contacts 54k to close and partially completev a circuit from the conductor I2 through conductors 56 and 57 and the winding 3210 to the conductor I4 which circuit is completed upon closure of contacts i511 consequent upon energization of the winding i910. Energization of the windings I9w and 2010 causes closure of the contacts 19m and 25m to complete a circuit extending from the conductor i2 through the contacts I9m, the armature winding I, the field winding II, the brake winding 2Iw, the resistor 22 and the contacts 25m to the conductor i4, and energization of the winding 32w causes opening of the normaily-closed contacts 32m to remove the shunt connection around the motor through the resistor 3i. Closure of the contacts 19h partially completes an energizing circuit for the winding 2510, and opening of the contacts ISc prevents energization of the winding 4210 during hoisting. Closure of the contacts 32o and opening of the contacts 32a resulting from the energization of the winding 3210 are of no effect during hoisting, but closure of the contacts 32h partially completes a circuit later to be completed from the conductor I2 to the winding 27w. In event that the switch 32 fails to operate for any reason upon energization of the winding 32u), the consequent failure of the contacts 32h to close renders subsequent energization of the winding 2710 impossible thereby to prevent acceleration of the motor to its normal speed while hoisting.

Movement of the master switch 54 to the second hoisting position causes the contacts 54d to close and complete a circuit from the conductor I2 to the conductor I4 through the winding 26u) and the contacts I9b which closed upon energization of the winding Iw.

Energization of the winding 2610 causes closure of the contacts 25a in an energizing vcircuit for the winding 27w and causes closure of the contacts 26m which, when closed, short circuit the resistor sections 22a and 22h. The current flowing around the resistor sections 22a and 221; through the contacts 25m energizes the winding 43w and causes opening of the contacts 43a in the energizing circuit for the winding 2710 for a time interval dependent upon the magnitude of the current flowing through the winding 4310 during the interval as described in the Trornov patent identified hereinbefore.

A further increase in hoisting speed is obtained by moving the master switch 54 to the third hoisting position causing the contacts 54e to close to partially complete the energizing circuit for the winding 2710 which is completed when the contacts 43a reclose.

Energization of the winding 2710 causes closure acszgssc of the contacts 27m to short'cirouit the `resistor section 22e and also causes closure of the contacts 27a in an energizing circuit for the winding 2810. Upon closure of the contacts 21m, the motor current flowing therethrough causes energization of the Winding idw of the relay is which thereupon opens the contacts lisa. in the energizing circuit for the winding 2810 for a time interval as in the case of the relay 43.

When the master switch is moved to the fourth hoisting position, the contacts ilg close and cornplete -a circuit from the conductor i2 through the winding Zw to the conductor is provided that the contacts 4ta have reclosed. Energization of the winding 28w causes closure of the contacts 28m to short circuit the resistor section 22d and also causes closure of contacts 28a in an energizing circuit for the winding 29z0. The relay 45 responds upon closure of the contacts 28m to open its contacts 45a for a time interval.

If the master switch is now moved to the fifth hoisting position, the contacts 5&2' close and complete an energizing circuit for the winding 2920 depending upon the prior closure of the contacts 15a and 28a. energization of the Winding 29o) short circuits the remainder of the resistor 22 so that the motor is now connected directly across the power supply conductors l2 and is.

Return of the master switch 5t to its off position de-energizes all of the switch windings. lThe motor is now disconnected from the supply conductors i2 and It and the brake 2i is set.

Power lowering or dynamic braking lowering of the hook l5 is accomplished by moving the master switch 55 to any one of the lowering positions. Upon movement of the master switch to the rst lowering position, the windings 2610, 2710, 2910, and Sliw of the switches 2li, 2l', 29 and 353, respectively, are energized concurrently, and the winding 2810 is energized as soon as the contacts 27a close. The energizing circuit for the winding w is completed from the supply conductor l2 through the contacts 54h, and the energizing circuit for the winding 2710 is completed through the contacts lif. The energizing circuit for the winding 3620 is completed through the contacts 5ta', the energizing circuit for the winding w is completed through the contacts 54h after the contacts Ela close, and the circuit to the winding 2910 is initially completed through the contacts 547' and the normally closed interlock contacts 32a interposed in a conductor 5S thereby insuring closure of the switch 29 concurrently with closure of the switches 2D, 2i', and After closure of the switch 28, due to energization of its winding 2820, a circuit through the contacts 555i and the contacts 28a is completed and becomes operative upon subsequent opening of the contacts 32a to continue the energization of the winding 2920.

Energization of the windings Zilw, 22110, 2810, 2910, and 3010 results in closure of the contacts Ztm, Elm, 28m, 25m, and Bm to connect the motor in a slowspeed dynamic lowering circuit. With the lowering contacts Stm closed, a circuit is completed from the supply conductor i2 through the contacts 38m to the armature terminal Ib where the circuit divides into parallel connected armature and eld circuits. The armature circuit with the master switch in the rst lowering position is from the armature terminal Ilb through the armature winding it to the armature terminal lila, and thence through all of the resistor 3l and the contacts 32m to the field terminal IIb, and the corresponding eld circuit ex- Closure of the contacts 29m upon' tends from the armature terminal I 0b through the field winding H from the iield terminal Ila to the field terminal l lb. The iirst point lowering line circuit is completed from the field terminal lib through the brake winding 2lw, the contacts 29m, the winding Sw (the relay 43 is ineffective during lowering, however), the resistor sections 22h and 22a, and the contacts 2m to the supply conductor iii. With the foregoing motor circuit completed, a Very slow lowering speed is obtained for all loads.

An increased lowering speed for light as well as heavy loads is obtained upon movement of the master switch 54 to the second lowering position. Upon closure of the master switch contacts 54k in the second lowering position, an energizing circuit for the winding i Iw is completed through the contacts sta, which closed upon energization of the winding Sew, a conductor Sil,- and the contacts c2c and ita in parallel with each other. The contacts di?) close upon energization of the winding dizo to complete a circuit from the conductor 5S, the contacts Mb, and the conductors 58 and 5'? to the winding SZw.

This sequential energization of the windings liiw and 3210 results in closure of the contacts 41m followed by opening of the contacts 32m thus insuring that 'the armature circuit is not opened. The armature circuit now extends through sections ilc and Sib of the resistor 3l and the contacts lim to a junction point 22 on the resistor 22 between the sections 22a and 22h, and the field circuit now extends through the brake winding 2 iw, the contacts 29m, the winding ti320, and the resistor section 22h to the junction point 22 from whence the line circuit is completed to the supply conductor lll through the resistor section 22a and the contacts gdm. Energization of the winding @iw also results in opening of the contacts Lila to prevent premature energization of the winding 522m Energization of the winding 32u] also results in closure of the contacts 320 in the energizing circuit for the windings 4610 and 4710, in closure of the contacts 32h which serve no function during lowering, and opening of the contacts 32a to interrupt the circuit to the winding 2w through the contacts 547'. The contacts 32e prevent premature energization of the circuit including the windings 4510 and Mw when the master switch is moved rapidly to the last lowering position while the motor is operating in the hoisting direction.

A further increase in the lowering speed is obtained by moving the master switch 54 to the third lowering position which causes the contacts 54h and 513i tc open resulting in deenergization of the windings 2810 and 2910, the contacts 32a having opened upon operation of the switch 32. Opening oi the contacts 28m and 25m consequent upon deenergization of the windings 28u) and 2920 inserts the resistor sections 22d and 22e into the neld circuit which now extends from the armature terminal ich through the field winding l I the brake winding Ziw, the resistor sections 22e and 22d, the winding M10 (the'relay 44 is ineffective in lowering, however), the contacts 27m, the winding i320 and the resistor section 22h to the junction point 22.

Movement of the master switch 54 to the fourth lowering position results in a further increase in the lowering speed due to the opening of the contacts 27m consequent upon deenergization of the winding Zlw resulting from opening of the contacts 541. rIhe field circuit now includes the resistor sections 22D, 22e, 22d, and 22e. It should be noted that the resistance of both the armature 'aand line ci-rcuits remains the same in the second, .thirdfand fourth lowering positions. Preferably, theresistance ofthe resistorsection 22d in the .vline.cifrcuit is. of. such value. that the stability limitvof themotor is not approached even inthe ...fourth lowering speed` point irrespective of any conceivable load vthat mightl be placed on the .hook l5.

IInacoordancevwith this invention, movement of the-master switchl 54 to the fifth lowering position causes closure ofthe contacts 54a to connect the windings-46w and 41u; of the relay means 48 in .series with each othepacross the armature wind- .ing, I0. .The circuit for the windings'lw and c4110 isfrom-the armature termina-1 lh, the con- .tacts 30m, .the supply. conductor i2, the contacts 54m-.and 32c,`the windings 46u; and 4120, and the conductor 55.110 the armature terminal 43a. As mentioned hereinbefore, the contacts 32care inl cludedfinvfthis.circuit only.. to prevent premature operation of the relayASif .the master switch .is y.Inovedrapidly vto thefthlowering position While Lthe .motor is. operating lin .the hoisting direction.

' The relayy 46 is so adjusted that as soon as theV counter-voltage of the armature. I reaches a predetermined value after closure of the contacts 54a, or Vif thecounter-voltage is in excess of that Ivalue'when the contacts 54a close, the winding v4iw is energized-sufficiently to open the contacts "46a and lto close the contacts 45h. Preferably, 'fthe 'relay 46 is ladjusted to pick-up when the counter-voltage reaches, or is in excessofgabout forty-five percentof the voltage Ybetween thesupply'lines AI2 and I4.

vThe increase in the 'counter-voltage of the arrhaturewinding l0 as thelmotor accelerates in thelowering direction with the fourth speed point connections A.established is. indicated `by a curve 65 inFig. 3 wherein voltage across the armature winding I0 and torque at the motor shaft l1, are plotted against lowering speed. A point 65 on thecurve 65 indicates acounter-voltage of fortyfivepercent of rated voltage and a motor speed of about seventy-'five percent of full loadV speed. The motor, with fourth point lowering connections established, operates as indicated by a speed-torque curve`63. It should be noted that thecur-Ve' 6B shows the'motor torque. as increasv"ing'uniformly with V'speed throughout the overhauling quadrant with no possibility of the lowering speed becoming excessive.

Openingof the contacts '45a uponV operation of the relay46'interrupts one. circuit for the wind- ;ingslilw, and closure of theconta'ctsllb cornvpletes an energizing circuit for the winding 4210 v:xfroznzthe conductor 60 .through the contacts 41a. 'Energization ofthe winding 42w results in closure of .thercontacts-.42m and'42b1and opening of the .contacts 42a. Opening of the contacts 42a opens the Yonly 'remainingenergizing circuit for the #winding 4Iwvr and theiswitclrfli drops out to open .the contacts Mm and 4ib andto' close .the contacts4iia. 'Opening of theJcontacts 41h interrupts ...one 'circuit for. .the 'winding' 32u), buty the winding 32u?Y remainszenergized through the contacts 42h fan'dlc.

Sequentialyclosing .of the contacts 42m: and opening ofthe "contacts 41m .consequent Yupon vsequential.energization'of the winding 42wand .deenergization of .the 1 windingr 4 l w f. causes .the .lpeld circ'uitgnow toinclude )all of theresistor 22 and the?. armature. circuit vto Y include only` there- .fisistor section 3lc.- .'Asillustratedno resistor-secn gtionfismow. ,included .thelinez circuit; its. only resistance being that inherent in the conductors Vand contacts thereof, but, if desired, a resistor of small ohmic value may be left in the line circuit. The motor now operates as indicated by a speed-torque curve 69 of Fig. 3 and the countervoltage increases as indicated by a curve 10. The speed-torque curve 69 is indicative of motor operation such that even relatively large overloads on the hook l5 are insufficient to cause an excessive lowering speed and the speed stabilizesata safe value. Should the load on the hook bea very large overload, however, or for some reason cause an excessive torque at the motor shaft, the increased current generated by the armature l0 causes a decrease in the active motor fiux andthe retarding torque exerted on the load bythe motor does `not increase uniformly with speed andthe motor becomes unstable. However, when the speed reaches a value near the limit of stability, the counter-voltage has increased toA the value indicated at 'It' on .the curve 1t), The relay 41 is adjusted to pick vup at this value of voltage and the contacts 41a open and the contacts41b close. Closure of the contacts 41h completes. acircuit for the winding Mw from the conductor Eiland the switch 4l recloses the contacts Mm and 4th and opens the contacts 4Ia. Since the` contacts 41a are now open, opening of the contacts'4la causes deenergzation of .thewinding 42w..and the switch 42 opens its contacts 42m. It'should be noted that the contacts 4 Im must close before the contacts 42m open, and that therefore the armature circuit is not interrupted. .Closure of the contacts 4Ib before the contacts 42h open insures that the energization of the winding 32w is maintained. The fourth point connections are now reestablished and. the motor operatesras indicated by the curve 58 anddecelerates toa stable safe speed. The armature voltage is now inexcess of the drop-out voltage of both relays 45and- 41 and the fifth point lowering connectionscannot be reestablished unless the motor is first stopped or caused to operate at a reduced speed.

From the foregoing it is clear that even if Vthe master switch 54 is in the fth loweringfspeed point, the fastest lowering connections cannot be established unless and until the acceleration relay 45 operates to open its contacts 45a and to close its contacts 4Gb. Should the overspeed' relay 41 be inoperative by reason of an open circuit in its operating winding 41u) or in the energizing circuit therefor, the relay 4B does not operate andthe fastest lowering speed connections .cannot be established. Since the operation of the relay-141 is only required while the fastest lowering Speed connections are established, a failure of the energizing circuitfor the relay 41 prevents those connections from being established. Thus not only is an indication of the inoperativeness of the overspeed relay 41 given before it is called upon vto operate, but also .the invention, in event the overspeed relay isV inoperative, prevents conditions from. arising which would require it to operate. This fail safe. protection is also provided should the relayp41 .become inoperative after. the relay 45 operates. This is because, after the. relay 46 .has operated, a failure.oftheenergizing circuit for .the relay 4? causes opening of the relay` 46 with consequent reestablishment of .the safe vfcmrthpoint lowering connections justasif the relay 41 had operated or the master switchhad been returnedzto' the fourth lowering speed point. Movement of .tliezmaster switch from thehigher 1.zto .thexslower loweringxspeed positions ortotheoff position results in sequential operation f the switches opposite from that described for lowering acceleration. Even if the relay lil does not operate, the armature circuit is not opened during lowering deceleration since the winding ilw is energized through the contacts ta upon drop-out of the relay 66 and the winding i210 remains energized after opening of the contacts slib through a circuit including the contacts i ia and 152i) until the contacts fila open Although the windings Mw and 3210 are deenergized concurrently in moving the master switch from the second to the rst lowering position, the contacts 32m due to their spring bias close before the contacts lim open.

For the operation illustrated in Fig. 3, the resistance values of the respective motor circuits during last point lowering are so selected that only an overload on the hook l causes pick-up of the relay il and resulting automatic transfer from fifth to fourth point connections. It is obvious, however, that the nfth point resistance values could be so selected that a much higher light load lowering speed could be obtained with a consequent decerease in the torque at the stability limit. 1n such case the relay i would be so adjusted that overhauling loads under rated load would cause transfer from fth to fourth point connections. This operation is illustrated in Fig. 4 wherein a curve 'l5 is the speed-torque characteristic of the motor with fourth point connections established, the voltage across the armature winding l0 varying as shown by a curve le. With the master switch in the fth lowering position they contacts 54a are closed, and the relay it picks up if, or as soon as, the voltage across the armature winding I0 reaches a value indicated at 16'. Fifth point connections are thereupon established as described hereinbefore. Assuming that the resistance of the resistor 22 has been increased from the value which caused operation of the motor as indicated by the curve 69 of Fig. 3, operation of the motor is now as indicated by a speed-torque curve 'i9 of Fig, 4. The curve 'i9 shows that the light load lowering speed of the motor is much higher and the stability limit is lower than before. The change in armature voltage with speed is now as indicated by a curve 86 and the relay il is now adjusted to pick-up at an armature voltage value indicated at S0' to retransfer to fourth point lowering connections before the stability limit is reached and before the retarding torque of the motor has increased to a Y very high value.

Preferably the relays i6 and lil are so selected that the operating windings 46u; and liw can be identical thereby to equalize Vthe heating of the windings, the higher pick-up voltage value of the relay 4l being obtained by spring selection and adjustment. As mentioned hereinbefore, the speed control relay means d8 may comprise a single relay having a common magnetic circuit except for the cores of the two windings and the two armatures associated with the respective sets of contacts fla and @6b and 41a and sib. It will also be apparent to those skilled in the art that the relay means i8 could comprise only a single relay having a single winding and two separate armatures adjusted to pick up at different values of excitation. This latter construction is illustrated in Fig. 2 wherein parts similar to and connected like those of Fig. 1 are indicated bythe same reference numeral plus one hundred.

Referring to Fig. 2, an acceleration and overvspeed relay means 80 comprises an operating winding @uw associated with an elongated pole piece 3l which is -arranged to attract a pair of armatures 92 and 93 normally biased to the position shown by adjustable springs 92s and 93s, respectively. The armature 92 actuates normally-closed contacts Isla and normally-open contacts Illb and the armature 93 actuates normally-closed contacts Mia and normally-open contacts lsb. When master switch contacts ic and interlocking switch contacts |32c are closed, the winding Sw is connected Iacross the armature winding of the hoist motor through a conductor 155. The spring 93s is so adjusted that, when the armature voltage increases to a relatively low predetermined value, the arm-ature S3 is attracted -to close the contacts i462) and to open the contacts MSc. Closure of the contacts lb causes energization of the winding lliZw and opening of the contacts Hla causes deenergization of winding l It lw after opening of the contacts l42a thereby to establish faster lowering connections. The spring 92s is so adjusted that should the voltage impressed on the winding m now increase to a value indicative' of an excessive speed, the armature 92 is attracted to open the contacts Isla and to close the contacts l4lb. Closure of the contacts |4117 causes a. re-energization of the winding Illlw and opening of the contacts lilla causes deenergiza-tion of the winding 112210 after the contacts lilla open thereby resulting in reestablishment of slower and safer speed connections.

Thus in both Fig. l and Fig. 2 the operating means for the speed controlling relay means can be said to be connec-ted in a single circuit. Connected in .a single circuit may be said to mean so connected in a circuit that the failure of one portion of the operating means, even where it comprises two separate windings, renders the other portion of the operating means inoperative, thus (as in both Figs. 1 and 2), insuring that if either the means for controlling acceleration or deceleration fails, the operating means as a whole becomes inoperative.

Having thus described our invention, we claim:

l. A control system for lowering a load by a direc-t current motor adapted for connection to a source of power and having a field winding of the series type and an armature winding, said system comprising a field circuit resistor, a line circuit resistor, lowering switching means operable to connect the eld winding in series with both said neld circuit resistor and said line circuit resistor across the source of power and to connect the armature winding in parallel with the series connected field winding and eld circuit resistor and in series with said line circuit resistor, high speed switching means operable to increase the resistance of said eld circuit resistor and to decrease the resistance of said line circuit resistor, an electroresponsive acceleration control means operative upon the voltage across said armature winding reaching a predetermined low value after operation of said lowering switching means for eifecting operation of said high speed switching means, an electroresponsive overspeed control means operative upon the voltage across said armature winding reaching a predetermined higher value after operation of said high speed switching means for rendering said high speed switching means inoperative, and interlocking means for said acceleration control means and said overspeed control means preventing opera- 13 tion of said acceleration control means if said overspeed control means is inoperative.

2. A control system in accordance with claim 1 characterized in that said acceleration control means and said overspeed control means have respective operating windings connected in series in a common energizing circuit.

3. A control system in accordance with claim 1 characterized in that rsaid acceleration control means and said overspeed control means have a common operating winding connected in a single energizing circuit.

4. A control system for lowering a load by a direct current motor adapted for connection to a source oi power and having a iield winding ci the series type and an armature winding, said system comprising a field circuit resistor, a line circuit resistor, lowering switching means operable to connect the eld winding in series with both said eld circuit resistor and said line cir- Cuit resistor across the source of power and t0 connect the armature winding in parallel with the series connected eld winding and iield circuit resistor and in series with said line circuit resistor, low speed switching means oper-able for increasing the resistance of said field circuit resistor, high speed switching means operable to further increase the resistance of said field circuit resistor and to decrease the resistance of said line circuit resistor, an electroresponsive acceleration control means operative upon the voltage across said armature winding reaching a predetermined low value after opera-tion of said lowering switching means and said low speed switching means for eiecting operation oi said high speed switching means and for rendering said low speed switching means inoperative, an electroresponsive overspeed control means operative upon the voltage across said armature winding reaching a predetermined higher value after operation of said high speed switching means for rendering said low speed switching means operative and for rendering said high speed switching means inoperative, and interlocking means for said acceleration control means and said overspeed control means preventing operation of said acceleration control means if said overspeed control means is inoperative.

5. A control system in accordance with claim 4 characterized in that additional interlocking means prevents said low speed switching means from becoming inoperative until said high speed switching means is operated and prevents said high speed switching means from becoming inoperative until said low speed switching means is again operated.

6. A hoist control system of the type wherein the armature winding of a direct current hoist motor is connected in parallel with a series circuit which includes the series eld winding of the hoist motor and also a relatively large resistance and wherein the parallel circuit including the armature and field windings is connected, for slow speed lowering operation, across the supply source in series with a line circuit of relatively high resistance and wherein an electromagnetic relay means interposed in a control circuit connected across said armature winding operates to reduce the resistance of said line circuit upon a predetermined slow speed being reached, characterized in that said relay means includes means which, when the lowering speed reaches a predetermined higher speed becomes responsive to current in said control circuit for increasing the resistance of said line circuit.

7. A control system for lowering a load by a. direct current motor adapted for connection to a source of power and having a field winding of the series type and an armature winding, said system comprising field circuit resistance means, line circuit resista-nce means, lowering switching means operable to connect the iield winding in series with both said eld circuit resistance means and said line circuit resistance means across the source of power and to connect the armature winding in parallel wtih the series connected field winding and said field circuit resistance means and in series with said line circuit resistance means, means for effecting operation of said lowering switching means, high speed switching means operable to change the effective resistance of at least one or" said resistance means, an electromagnetic relay means having an operating means, means for connecting said operating means for energization in a single circuit across said armature winding while said lowering switching means is operated, said relay means including acceleration control means operative upon the voltage across said armature winding reaching a predetermined low value after operation of said lowering switching means for effecting operation of said high speed switching means, and said relay means including deceleration control means operative upon the voltage across said armature winding reaching a predetermined higher value after operation of said high speed switching means for rendering said high speed switching means inoperative.

8. The control system of claim 'I characterized in that the relay means is so adjusted that the reduction of voltage across said armature winding that occurs upon said high speed switching means becoming inoperative is insumcient to cause said deceleration control means to become inoperative.

9. The control system of claim '7 characterized in that said acceleration control means comprises a iirst armature responsive to said operating means and said deceleration control means comprises a second armature responsive to said operating means.

10. A hoist control system in accordance with claim 6 characterized in that the resistance of said line circuit after said reduction, is insufficient to maintain the stability limit of said motor beyond a relatively low retarding torque, and that said predetermined higher speed is less than the speed at which said relatively low retarding torque is reached.

l1. A control system and motor combination for hoisting and lowering a load comprising a direct current motor adapted for connection to a source of power and having a field winding of the series type and an armature winding, hoisting switching means operable to connect said iield winding and said armature winding in series across a source of power for hoisting a load, a iield circuit resistance means, a line circuit resistance means, lowering switching means operable to connect the field winding in series with said field circuit resistance means and said line circuit resistance means across the source of power and to connect the armature winding in parallel with the series connected field winding and field circuit resistance means and in series with said line circuit resistance means, fast speed switching means operable to change the value of at least one of said resistance means so that the current in said eld winding is at a relatively low value and normally so remains with increasing lowering speed, slow speed switching means operable to change the value of at least one of said resistance means so that the current in said eld winding increases materially with increasing lowering speed, an electroresponsive acceleration control means normally preventing operation of said fast speed switching means and operative upon the lowering speed of said motor reaching a predetermined low Value after operation of said lowering switching means for permitting operation of said fast speed switching means, an electroresponsive overspeed control means operative upon the voltage across said armature winding reaching a predetermined higher value after operation of said fast speed switching means for rendering said slow speed switching means operative and said fast speed switching means inoperative, and electrical interlocking means for said acceleration control means and said overspeed control means operative to prevent operation of said acceleration control means if said overspeed control means is inoperative.

l2. A control system for controlling the lowering of an overhauling load by a direct current motor having a eld winding of the series type and an armature winding and having one terminal of the eld winding connected to one terminal of the armature winding, said system comprising a resistor, slow speed switching means operable to connect the other terminals of the iield Winding and the armature winding to each other through a portion of said resistor to provide a dynamic lowering circuit for slow speed lowering, high speed switching means operable to increase the amount of said resistor connected in said lowering circuit thereby to render said lowering circuit a high speed dynamic lowering circuit, an electromagnetic relay means having an operating means, a single circuit, means connecting said operating means in and for operation solely by said single circuit, means operable to connect said single circuit in parallel with said armature winding, while said lowering circuit is completed, for rendering said operating means responsive to the Voltage across said armature winding, means responsive to a predetermined low value of energization of said operating means for operating said high speed switching means, and means responsive to a predetermined higher value of energization of said operating means for rendering said high speed switching means inoperative and said low speed switching means operative. .A

JOHN D. LEITCH.

WARD L. SMITH.

REFERENCES CITED The following references are of record in the le of this patent: I

UNITED STATES PATENTS Number Name Date 1,819,465 James Aug. 18, 1931 2,342,961 Newman Feb. 29, 1944 2,351,796 Wright June 20, 1944 

